Combined reservoir and brake valve



Nov. 20 1,923. 3,474,836

A.B.KENDLL COMBINED RESERVOHAND BRAKE VAIJVE Filed NOV. l0. 1922 1 man i un gf ,ZI-WW 4 fromm mi Patented Nov. 20, 1923.

`UNITED STATES PATENT OF FICE.

ALLEN B. KENDALL, 0F NAGARA FALLS, NEW YORK, ASSIGNOR TO THE REGAN SAFETY DEVICES COMPANY, INC., OF NEW YORKQN. Y.,A CORPORATION OF NEW YORK.

COMBINED RESERVOIR AND BRAKE VALVE.

Application led November 10 1922. Serial No. 600,018.

To all whom@ may concern.'

Be it known that I. .\i.i,i-:.\' B. KENDALL, a citizen of the United States, aud resident of Niagara Falls, in the county of Niagara and State of New York, have invented certain new and useful Improvements in (,'ombined Reservoirs and Brake Valves, of which the-following is a specification.

This invention relates to a train control apparatus, and ymore particularly to a combined reservoir and brake valve employed for controlling the tlo'w of air from the main reservoir of the air brake system. to the cnginemans brake valve and for controlling the venting of the brake pipe'of thc train; and has special reference to the provision of an improved reseryoir and brake valve ot' the type forming the subject-matter of my copending application Serial N umher 443,046 of Feb. 7, 1921.

The prime desideratum of my presentinvention comprehends the provision of a combined reservoir and brake valve in which the parts are constructionally so relatively arranged and functionally so inter-related as to provide a device capable of etiicient operation for an indefinite period of time.

In the combined reservoir and brake valve of my invention, there is provided valve mechanism for controlling the flow of air from the main reservoir to the enginemans brake valve and the flow of air from the brake pipe of the air brake system which valve mechanism is operated by a pneumatic mechanism including provisions for` conducting a flow of air from the reservoir to a pneumatically actuated device such as a diaphragm, the said flow of air being controlled by a primary valve which .is automatically operated by an electro-responsive device such as an electromagnet' It has been .found in actual service that in the operation of this combined reservoir and brake valve scale and other impurities present in the aircoming from the main reservoir and conducted to actuate the diaphragm collect at thc seats ofthe primary valve, ofttimes interfering with the effective operation thereof.- To obviate this objection, and to pro vide a construction in which the parts are so inter-related as to minimize, if not entirel eliminate, ,the collection of impurities on t e said primary valve is a principal object of thepresent invention. A

It has been further found in actual service that there is a tendency for condensed moisture aswell as impurities to find its.

way to the primary valve and to become deposited upon the electromagnet means 'hich operates the primary valve, the moisture and impurities heilig discharged upon the electro-magnet under certain conditions of .of air from the reservoir to the diaphragm is soconnected to the reservoir lines as to minimi/.e any tendency of dirt and .other foreign matter from having access thereto; thc 'further provision of a reservoir and brake valve of this nature in which the provisions for conducting air to the diaphragm includes Ymeans for filtering the air fiowing therethrough and to thefprimaryvalve', so that any ,moisture condensing in the said conducting provisions will he caused to collect therein. and to minimize the collection of such moisture at the seat of the primary valve; and thc'still further provision of an apparatus of this nature in which any moisture collecting at the primary valve is discharged therefrom in such a manner as not to interfere with the operation of the electromagnet controlling the said valve, and so as to maintain the said electromagnet in pro er condition.

o the accomplishment of the foregoing and such other objects as may hereinafter appear, my invention consists in 'the ele'- ments and their relation one tothe other, as hereinafter more particularly described and sought'to be defined inthe clainis;. i

reference being had to the accompanying drawing which shows a preferred embodiment, of my invention, and in which:

The tigureis a cross-sectional elevational vnw of my improved lreservoir and brake va ve.

Referring new more in detail to the drawings, thel preferred construction of my im-j proved reservoir and brake valve comprises a valve casing provided with an upper section 5 10, an intermediate section 11, anda lower i section 12, the sections'lO and 11 boinar secured together by attachingv the flanges 10 and 11 of said sections by means of securinfr. elements such as the bolts 13, and the inter- ,10 mediate and the bottom sections l1 and 12 being secured together as by att-achinp the thereof by means of theflangesl'l2 and 12 l securing,r elements such as the oolts 14.

The upper section 10 is provided 'with the 15 intercommunicating chambers 15 and `16 the interconununication between which is controlled by a valve including the 'valve lead 17 and the valve seat 18 therefor, the 'chamber 15 comprising a pressure chamber 20 which is adapted to beconneited to the main reservoir of an airbrake system by means ofthe pipe 19, the chamber-16 being in turn 'adapted to be connected' to the enginemans brake 'valve by means of theA connecting pipe 20, the `upper section 1 0 thus providingr means for controlling the flow of air from the main reservoir to the enginemans brake valve. T he valve head 17 is in the present construction preferably provided with a venthole 17l which functions to prevent the unseating of the enginemans brake valve vwhen the valve head 17 is moved to 'seated position, this hole being so restricted in area as'toprevent any sueh flow of air as would enable the engineman to release the brakes or to prevent to any unsafe degreel .the automatic exhaust of the brake pipe of the train. l

The, section 11 is provided with a cham- 10 ber 21 adapted to he connected to the brake pipe of the air rake system by means of the pipe 22. and with a chamber 23provided with a vent 24. the said chambers 2l and 23 comprising interconnnunieatingr chambers. it" the' interroir'imunica'tion between which is controlled by a'ln-ake valve includingr the valve head 25 and the valve .wat 26 therefor. these parts forming the means for controlling the. opening and closing of the brake pipe of the air brake system to' exhaust.'

n -the preferred (-,onstri'iction as shown in the' ligure, the reservoir valve and the brake valve are arranged to he operated in unison, and the valve heads 17 and 25 are to this end preferably connected to a unitary valve stein such as 27. the said valve heads 17 and 25 being attached to the opposite endsof said stem. 'The valves 17-18 and 25-`26 are so'interrelatedtha-t under normal condii" tions, as depicted in the figure, the reservoir valve 17-18 is normally open to permit the free'flo'w of air from the reservoir line 19 to the lineplO running to the engineers brake val\,jg,n d'the brakevalve 25-26 is nor- 5 ma'ClOSed fo close the brake pipe22 to being bolted .thereto by means of the bolts including af diaphragm 30 atmosphere and so that 'when an applicationo the brakes is desired to be effected the reservoir valve 17-18 will be moved to closed position for shnttingof communication between the main reservoir and the engineei"s brake valve, and the brake' valve 25-26 will be moved to open. position to open communication between brake pipe 22 and the vent. 24 so that the brake pipe is open to exhaust. For operating the reservoir and brake valves in this manner there is provided a pneumatic mechanism which in the preferred construction 'includes a diaphragm 28 attached to the valve stem 27 at its lower end by means of the securing ele-ments generally designated as 29, the said diaphragm 28 being interposed between the flanges 112 and 12 of the casing sections 11 and 12 and SAOv 14, the said pneumatic mechanism further interposed bctween the flanges 10 vand 11 of the casing sections 10 and 11 and secured thereto, and attached to 'an intermediate portion of the valve 'stem 27 by means of the securing elements generally designated as 31. the said diaphragm 30 Vhaving.r a cross-sectional area smaller than that of the diaphragm 2S, these diaphragms being actuated by pneumatic means to be described presently for controlling,lr the movement o f the valve stem 27 and the valve heads attached thereto.

For actuating;l and controlling the operation of the diaphragm 28, there is provided pneumatic elements which includes means for conducting air under pressure from the reservoir lilies to influence the said diaphragm and valve means for controllinar the flow of air from the reservoir to the said diaphragm, and to 'this end there is provided' in thc lower casing section l2 a primary valve generally designated as 32 provided with a valve head 33- forfcontrolling the flow of air under pressure from a channel 34 to a chamber through the valve port 3G and to and through the channels 37 and 38, the channel 38 opening; into a chamber 39 provided below the diaphragm 28. Under no1'- mal conditions with the primar)y valve 32 in the position for opening the port 36 shown in the drawings. air under reservoir pressure is conducted 'from the channel A to the chamber 39, and lis active on the diaphragm 28 to move and hold the valveparts to the position shown in the drawings.

For actuating the diaphragm 28. the pri? mary valve 32 is operated so as to open and close communication between the channel 34 and the chamber 39 and so as to close and open the chamber39 to exhaust.;` and to this end there Ais provided means comprisinfir an electromagnet 40 carried by the valve 'cas ing section l2, the said electromagnetbeing provided with a core for operating the stem 130 lll) 41 which lengages valve head 42 of the valve 32, the said valve head being provided for opening andclosing a port 43 leading to the channel-37 to effect the opening or closing of communication between' this channel 37 and a chamber 44 which ifs open to atmosphere by way of the discharge ducts 45.

With this construction, it will be seen thatA when the electromagnet 40 is energized, theV primary valve 32 is moved to ascended position as shown in the drawings, closing the chamber 39 to exhaust at the seat of the valve 42, and opening .said chamber to reservoir pressure as liereinbefore described, by the unseating of the valve 33, and when the said electromagnet- 40 is deenergized, the primary valve is caused to descend, closing the chamber 39 to reservoir pressure and opening the same by way of the port 43 and the unseated valve 42 and ducts 45 to atmosphere. -By this means when the valve 32 is moved to ascended position the pressure on the diaphragm acts to move the reservoir and brake valves upwardly as hereinbefore referred to, and when the valve 32 is moved to descended position pressure on the diaphragm 28 is relieved, and the weight vof the -valve parts together with pressure on the smaller diaphragm of the air in the chamber 16 and the air pressure in the chamber 21 against the valve seat 16 causes the valve parts to descend for effecting the seating of the valve 17 and the unseating of the valve 25 to automatically apply the brakes and disconnect the enginemans brake valve from the main reservoir.

As hereinbefore referred to, it has been found in prior. practice that there is a tendency for impurities present in the reservoir air to collect upon the parts of the primary valve 32 and to interfere with the effective operation thereof, a principal object of the present invention comprehending a construction in which this objection is effectively ob- `viat`ed. To this end I provide means for .conducting the air under reservoir pressure from the reservoir lines to the primary 51 leading the'pi valvel 32 so that the ingress of impurities or `other foreign matter into said conducting means willbe effectively minimized.' To ac'- complish this purpose, the conducting means comprises a pipe 46 of substantially inverted J form connected at one end to the pressure chamber 15 ofthe 'casing section 10 as by means of the threaded nipple 47 received b v the correspondingly tapped bore in a .cap 48 forming the roof of the chamber 1.5, and connected at its other end to the casing section1-2 by means of the threaded nipple 49 received by a correspondingly threaded bore leading' into a channel 50 communicating with the channel 34 in the casing section 12. The cap 48 of the fessure chamber 15 is further provided wit plurality of orifices pwhese' orifices actber 15, I have found that the ingress `of dirt or other foreign particles into the pipe 46 is substantially minimized so that the air flow to the primary valve 32 is substantially free from impurities.

As hereinbefore referred to, it hasl been found in actual service that there is a tendency for condensed moisture to collect at the seats of the primary valve, resulting' not only in interfering with the proper activity thereof, but resulting in interfering with the proper behaviour of thc electromagnet 4t); and to obviate these objections a further principal object of the invention resides in the provision of a construction in which the tendency of collection of moisture at the valve seat is reduced, and the interferencev of said condensed moisture with the electro- A magnet effectively minimized.V To` these ends I provide in the line of connection between the source of reservoir air and the primary valve a filter or strainer which may comprise a plug 5l provided with a. blind bore therein and a plurality of perforations 53 in the side thereof, the said lug being preferably arranged in the casing sec-. tion 12 between the channels 50 and 34 therein. This filter or strainer protects both as against moisture and impurities lfrom entering the channel 34, the moisture'condensing in'the pipe'section 46 collecting in a chamber 54forming a `continuation ofthe channel 50, this moisture condensation being removable by the opening of a cock 55 com municating with the chamber 54. l

For the purpose of preve ing any residual moisture collecting on'f the primary valve from moving through the stem 41 of the electromagnetand from being deposited construction in which the discharge air isp defiecte'd from the` electromagnet. To this.

end the discharge ducts 45 are-arranged angularly at the lower end of the casing section 12 as shown. and the electromagnet,

.stem 4l is provided `with a flared element 56 of umbrella` shape, this element functioning to deflect air discharging fromthe chamber 39 through the port 43 when thevalve 42 is unseated so as not to 'discharge into and upo the electromagnet parts, and so as to be^directed into the angularlyarranged discharge ducts 45. i A

The use and operation of my improved reservoir and brake valve will in the main be fully apparent from the detailed description thereof given above. It will4 be further apparent that by the.' provision ofmy present construction' the reservoir air maybe taken from the pressure chamber 15and conducted to influence the operating4 diaphragm 28 without any disturbance of the continued effective operation of the primary valve 32,1

the efficient functioning and the integrity of the parts being thereby maintained for an .extended period of time.

While I have shown my device in the pre ferred form, it will be 'obvious that many changes and modifications may be made in the structure disclosed without departing from the spiritof the invention, defined in the following claims.

l claim:

1. A train control mechanism for use with the'air brake system of the train comprising a casing` provided with two intercommunicating chambers, a'control valve. for controlling intercom'munication therebetween, one

A. chambeif'comprising a pressure chamber connectable'to the reservoir of the air brake systeni, and the other being adapted for connection to the enginemans brake valve, pneumatie mechanism for operatiugthe control valve including a 4pneumaticallv actuated meansconnected to the control valve, provisionsffor conducting a flow of reservoir air v`toisaid means to -influence the same, and a the air brake system of the train comprisingprimary valve for controlling said' air tiow,

th'e said provisions comprising a duct connected to the topv of 'said pressure chamben, 2. 'IA train control mechanism for use with a casing provided with two intercommunieating chambers, a control valve for controlling intercommunicat-ion therebetween,

'".one chamber comprising a pressure chamber connectable to the reservoir of the -air brake system, and the other bemg adapted for connectiolu4 to the enginemans brake valve. pneumatic mechanism for operating the control valve includingr a pneumatically actuated means .connected tothe contiol valve, provisions for conducting a flow of reservoir air to said means to influence the same, and a primary valve for controlling said air flow,

the said provisions comprising a removable pipe arranged exterior to the casing and connected 'to said pressure chamber.

.for controlling i'ntercommunicaton there-l air brake syeni, and the other beiner adapt- .ed for connection to the enginemans brake 3. A train control mechanism for use with the air brake system of the train coml prising a casing provided with two intercommunicating chambers, a control valve between, one chamber 4comprising a pressure chamber connectab'le to the reservoir of the valve, pneumatic mechanism .for operating the control valve including a pneumatically 4actuated means connected to the control valve, provisionsv for 'conducting a iiow of reservoir air vto said means to infi-iencel the same, and an electromagnetically controlled primary valve for controlling said air tiow,

the said provisions comprisingr a duct connected to the bop of said -pressure chamber. 4..A`combined reservoir and brake valve for iisewith the air brake system of a train,

comprising a casingprovided with two intercommunicating chambers, 'a reservoir valve 'for controlling the intcrcominunicaf tion therebetween, one chamber comprising a pressure chamber connectable tothe reservo'r of the air brake system, andthe other chamber being adapted for connection to the enginemans brake valve, the' said casing being provided with a third chamber adapted for connection to the brake pipe of the air. brake system', a brake valve for controlling the How of air therefrom` pneumatic mech-A anism for operating the reservoir and brake valves including a pneumatically actuated means connected to the said valves, provif sions for conducting aflow of reservoir air to said means to influence the'same, and a primary valve'for controlling said air flow,

the said provisions comprising a duct. co nnected to the top of said pressure chamber.

5. A combined reservoirand brake .valve4 for use with the air brake s ,stem of attain,

comprising a casing prow' ed withtwo inltercommulnicating chambers, a rservoir valve for controlling the intercommunicas tiontherebetween, one chamber -comprising a pressure chamber 'connectable tothe reservoir of the 'air-brake system, 'and the other chamber being adapted for connection to ed for connection to the brake 'pe. ofthe air brake system', a"brake-valve'ibirg-c'ontroll ling the ow ot air .therefronhlpieiimatie mechanism for operating the'reservoir and brake valves' including a pneumatically ac- -tuated means connected to the said valves,

provisions for conducting a flow of reservoir air to said means to influence `the same, and

a primary valve for -controllingsaid airthe enginemans brakefvalve,.the said casing being Iprovided withathird chamber adaptenginemans brake valve, a. third chamber .in said casing connectable to the-bpkjpe or of .the air brake. system, a brake vvalve' controlling .the How of air therefrom, the

Said' valves;

being. carried by asinglestem,

vpneumatic bfineans for operating .thfe "said valves including a-diapliragm eonnect'ed to said stem, provisions'for conducting a dow oi reservoir air to actuate the diaphragm,

and a primaryvalve for controllmg said air o Levens@ flovv, said provisions comprising a pipe arranged exterior to the casul and connected to the top of the pressure c amber therein.-

7 A train control mechanism for use with the air 'brake system of the train comprising a casing provided with two intercommunieating chambers, a control valve for controlling intercommunicaton therebetween, one chamber comprising a pressure chamber connectable to the reservoir of the `air brake system, and the other ybeing adapted for connection to the enginemans Ibrake i valve,

. pneumatic mechanism for operating the ccn- .trol valve including a pneumatically actumovement in unison for opening-y and closing said ports, pneumatic mechanism fo`r`operating the said valves including a pneumatically actuated means connected to said valves, provisions connected -or conductisg a' flow of air under 'pressure to said means to influence the same, and a primary valve .for controlling said air ilow, the aid provisions. including means for filtering impurities in the air to protect the primary valve, and means for collecting and discharging such impurities.` 1

9. A train control mechanism oruse with the air brake system of the train,jcomprising a casing including a valve kmeans for controlling the flow of air from the reservoir of the air brake system to the enginemans brake valve, pneumatic mechanism for operating the said valve means including av pneumatically actuated means connected to the valve means, provisions connected to the vsaid prima cludng a di lreservoir for conducting a dow of reservoir air to said means to influence the same, andk a Iprimary valve for controlling the said air i'ow, the said provisions including means for ilterin impurities in the reservoir air to rotect t e primary valve, and means for col ecting and discharging such impurities.

l0. A train control mechanism for use. with the air brake system of the train cernpris'ing a casing, valve mechanism therein, pneumatic mechanism for operating the valve mechanism including a pneumatically actuated' means connected to the valve mechanism, provisions for conducting a dow of air under pressure to said means, discharge duct means, and a primary valve for controlling the flow of air under pressure to said pneumaticaliy actuated means and the low oair therefrom to saiddischarge duct means, an electromagnet for operating the valve, said primary valve in- ?.ector for delecting the' discharge air away 'from said eiectrcmagnet and to the said discharge duct means.

il. A train control mechanism for use Ivvith the air brake system of the train comprising a casing, valve mechanism therein, pneumatic mechanism for operating the valve mechanism including a pneumaticaily actuated means connected to the valve mechanism, provisions for conducting a dow of air under pressure to said means, discharge dicgt means, a primary valve for controlling the iiow of' air ander pressure to said pneumatically actuated means ,and the dow of airtherefrom to said discharge duct means, an electrcmagnet for operating the said primary valve, and a deector between said primary valve andl said electromagnet for deilecting the discharge air away from said electromagnet and tothe said discharge duct means.' A v Signed Vat Niagara Falls, in the county of Niagara' and State ef New York., this 6th day of Nevemher, A. D. 1922.

ALLEN E.

eoy 

